Auxiliary valve for automobile-engines.



PATENTED APR. 2, 1907.

gin

06332? Far; 7 CaZ/ef lmmmmmnuuml APPLICATION FILED 0011s, 1906.

b WHIP Z m1: mmms PEYERS co., wasmrvcmu, n. c.

UNITED STATES earner clarion.

AUXELIARY VALVE FUR AUTOWlOBlLE ENGlNES.

Specification of Letters Patent.

Patented April 2. 1907.

Application filed October 18, 1906. Serial No. 339A71.

To all whom it may concern.-

a citizen of the United States, residing in Quincy, county of Norfolk,and State of Massachusetts, have invented a new and Improved AuxiliaryValve for Automobile-Engines, of which the following is a specification.

My invention relates to automobile-engines of the class known asexplosion-engines, in which the charge of fuel in the cylinder isexploded by electrical ignition devices.

The object of my invention is to provide means for increasing the powerof such engines, prolonging the life of the ignition-battery, forsavingwear on the brakes, and for producing an additional or auxiliary brake.

According to my invention, I provide a combined auxiliary valve andcircuit making and breaking device so constructed that in breaking theignition -circuit the valve is opened to admit air to the fuel-inductionpipe between the engine and the carburetor or source of supply, whichwill have the effect of breaking the suction of fuel and supplying onlyair to the cylinder, which serves the double purpose of cooling thecylinder and when compressed acts as a powerful brake. Thiscompressed-air brake may be utilized while the automobile is coasting orrunning down hill.

In the accompanying drawings, Figure 1 is a diagram showing how myimprovements may be applied to a gasolene-engine. Fig. 2 shows avertical section of my improved. auxiliary valve on the line 2 2 of Fig.3. Fig. 3 shows a vertical longitudinal section of the valve and thedevice for making and breaking the ignition-circuit. Fig. atv shows anend elevation of the same.

In Fig. 1, A indicates the cylinder of the engine; B, its piston; C, thepiston-rod, and D thecrank-shaft with which it is connected. E indicatesa carbureter, to which fuel is supplied by the pipe 6. The fuel passesfrom the carbureter through an induction-pipe F to an admission-valve G,which is shown as a spring-controlled check-valve automatically openinginward on the outstroke of the piston; but a positively or mechanicallyoperated valve may be substituted. I-I indicates an exhaustvalve, whichis shown as normally held closed by a spring h, and this valve ispreferably opened by connections with the crank-shaft or some othersuitable part of the mechanism at each stroke or each alternate strokeof the engine. Be it known that I, FRANK TAYLOR CABLE,

The igniting devices I are connected with the secondary of theinduction-coil J by the circuit-wires 2; The primary of theinduction-coil is connected with the battery K by the wire 71?. Theother pole of the battery is connected to a contact device L, with whicha contact device I on the crank-shaft of the engine e11- gages at eachrevolution. The other end of the primary of the induction-coil isconnected by a wire a with a binding-post M on my improved valve N, andwhen this valve is closed the circuit extends from the bindingpost M toa contact-plate n, thence by a spring V to the valve-stem R, thence tothe metal shell of the plug; and thence the circuit is through themetallic pipes, &c., of the engine. Ordinarily the ignition-circuit isclosed at the valve N and is made and broken at each revolution of theengine at the contacts L Z, and ordinarily fuel is drawn into thecylinder past the admissionvalve G at each stroke of the engine and isexpelled through the exhaust H after each explosion in the usual manner;but I employ the valve N for the purpose of increasing the power of theengine by admitting regulated quantities of air to the fuel between thecarbureter and the engine-cylinder, and by means of this valve, when thea tomobile is coasting or running down a steep grade, air may beadmitted in such quantities as to practically cut oil the flow of fuelfrom the carbureter to the engine. The air thus received in the cylinderserves to cool it, and by being compressed will act as a powerful brake,thus dispensing to a large extent with the use of the mechanical brakes,and thus increasing their life.

It will be understood, of course, that the exhaust-valve II is opened ateach strokeor each alternate stroke of the engine; but, nevertheless,there will be a compression of air in the cylinder which will act as abrake, and when the automobile is running very rapidly, as when coastingdown a steep grade, the wheels will be held with a very powerfulbraking-action.

In going down a steep grade the engine should be thrown into theintermediate lowgear position. In the lowgear position the compressionwould practically stop the heaviest car on account of the high speed atwhich the engine would be running and the slow speed at which the carwould be moving. In going down a hill of medium grade sufhcient brakingpower would be obtained with the engine on high. gear.

The details of the valve may be varied, but preferably the combinedvalve and. circuitbreaker are constructed as shown in the drawings. Theshell P of the valve has a conical bore or valve-seat receiving aconical valve The L R, which is operated by a handle S. valve R has apassage 1", connnunicating with the port 1* in the valve-casing openingto the atmosphere and with the port r in the casing connected with apipe T, which. communicates at t with the induction-pipe F between theengine cylinder and the carbureter. By means of the lever S the valvemay be turned to entirely cut oil commuziication between the port '1"and the induction-pi w, or it may be so turned as to admit any desiredquantity of air to increase the e'tliciency of the explosive charge, orit may be thrown Wide open, so as to permit the free access ofatmospheric air to enter; and, as at this time the throttle-valve of theengine would be closed, practically no fuel would enter theengine-cylinder with the air thus admitted. The lever S is also made toopen and close the ignition-circuit. The contact a, belore described, ismounted on a disk U of insulating material, which is secured to thevalve-casas by a screw u. The stem lit of the valve carries springcontact-lingers V, which are electrically connected with each other andare held in place by a nut N on the valve-stem. The upper ringer V makcscontact with the plate a. The lowertinger merely slides on the face ofthe disk U and across the head of the screw a, but is not in theelectric to a limited extent, if desired, without breaking the circuitbetween the upper finger and the'plate a, so as to admlt some air to thefuel induction pipe but when the lever is thrown to the extent shown bydotted lines in Fig. 4 the ignition-circuit is broken, and air is freelyadmitted from the at'mesphei'c m the induction-pipe.

I claim my invention l. The combination. with the imluciioiipipe ot anexplosion-engine, of an auxiliary valve for adn'iitting air to the pipe,an ignition-circuit and iontact making and breaking devices operatedsimultaneously with said auxiliary valve.

2. The combination with an explosion-cm gine of ignition devices, acarburetor, an induction-pipe leading from the carbu'i'cicr lo theenginecylin(,ler, an auxiliary valve for admitting atnmspheric air tothe imlurlioiipipe interposed between the carburetor and theengine-cylinder and circuit making and breaking devices in theignitionrciii'ciiit open ated simultaneoutly with said valve.

3. An auxiliary valve tor automobile-eii gines comprising a valve-casinghaying a port opening to the atmospl'ierc and anel ll(1' port connectedwith the iimluction-pipe oi the engine, a valve for opening and (losingcolm'nunica'tioii. between said ports and circuit making and breakingdevices carried by said valve whereby th "'llllUll-Uljl'(lllt ol' theengine may be opened when the valve is e pen to establish commi catiojiibetween Htllll ports and w1ll be closed when the valve l-- closed.

ln testm'iony whereof .I. have hereunto so I scrlbed my name.

F RANK lllAYLOlt (JABQI i l Witnesses:

Il L. BnAKE, W. D. Fasten.

LII

